Gas engine fuel economizer



Nov. 9, 1943.

E. G. BAKER 2,333,628 I GAS ENGINE FUEL ECONOMIZER Filed June 12, 1941 2 Sheets-Sheet l INVENTOR, 3 few/N G. EAKE/P,

I QTTTOENEYS.

NOV. 9, 1943. BAKER 2,333,628

GAS ENGINE FUEL ECONOMIZER Filed June 12, 1941 2 Sheets-Sheet 2 I/vmvmg .ZkW/N G. BAKER,

gTTO/PNEYJ.

Patented Nov. 9, 1943 12333528 GAS ENGINE FUEL noo vo vnznn Erwin G. Baker, Indianapolis, Ind. I Application June 12, 1941, Serial No. 397, 55

4 Claims; (01157-235) This invention relates to automotive engines and particularly to means. for conditioning fuel being supplied thefengines whilefrunning, and a primary object of the invention is to achieve a far greater fuel economy than ha's ]heretofore been obtained in the ordinary stock engines without having to change any of the engine structure. A still further important object of the invention is to provide suchfuel economizing means that may be. installed directly on the stock engine without in any way having to change the fuel manifolding or the carburetor other than reducing the size of the jets or metering pins therein. A still further important object of the invention is to provide means not only achieving great fuel economy but at the sametirhe causing theengine.

to operate at a much lower coolant temperature.

These and other important objects of the invention, such as the relatively low cost of the economizing means, the simplicity of its construction, and its service as a partial or even complete muffler in conjunction with its-primary object of fuel economy, will become .apparent'to those versed in the art in the following description of one particular form of the invention as illustrated in the accompanying drawings, in which Fig. 1 is a view in central, vertical, longitudinal section through a structure embodying the in vention; I

Fig. 2, a view in horizontal section on the line 2-2 in Fig. 1; and v b Fig. 3, a view in end elevation with an end wall partially broken away.

Like characters of reference-indicate like parts throughout the several views in the drawings.

In the particular form of the invention as herein shown, a housing I is constructed in the form of a hollow cylinder with ends II and [2, through which are provided. respectively intake and discharge ports within the respective outturned annular flanges l3 and 14. positioned axially of the housing H! on those ends.

A length of tubing I5 has an intake end inserted through an openingin the top of the housing H) at the intake endthereof and then is formed to curve around spirally within the housing Ill, to have a discharge end carried downwardly through the lower side of the housing l0, herein shown as extending on through the housing I!) to project within a discharge nipple Hi that is fixed to the under side, of. the housin Hi to extend therebelow. The discharge end of the tubing I5 is positioned approximately at the center portion of the housing ing I'I opening in the top adjacent the end of the tial spacing therefrom. carried within the housing in a spiral form within the preferably removed from contact of the housing l0 immediately tube IS in circumferen- This second tube I1 is ID and curved around turns of the tube l5, therewith, and

ID. A second tub has its intake end inserted within an then has its discharge end carr ied downwardly through the wall of the housing I!) to open into the nipple l6, circumferentially spaced fromthe discharge end of the tube. l5.,, 7

The two tubes l5 and 11. thus defined h i cated within thehousing l0 occupy substantially half of the space within the housin Ill. The

other half of the housing lfl toward the discharge end thereof contains therein the majorlength of tube l8 and the minor length of tubing l9,

corresponding to the tubes l5 and II respectively.- The tube I8 has its intake end carried through an opening in thetop sideof the housing l0 adjacent the dischargeend wall 1? and is fixedto the housing wall in anysuitable manner, such as by welding, theends of all of the tubes l5, l1, l8 and I9 being rigidly fixed in like manner to the wall ofthe housing i0... w

From the intake end,the tube l8 is carried downwardly within the housing ill] and thence is curled around spirally to terminate by adiS- charge end carried downwardly and through the housing I0 toward the center thereof to have that discharge end within the nipple I6. In the same 3 manner the intake end. of the .tube I9 is carried through the. wall ofithe top side of the housing l0 circumferentially spaced fromthe end of the tube l8 and then iscarried downwardly and curved around spirally within. the coils of the tube 18 to terminate finally by a downturned discharge end carried through the bottom of the housing I!) to extend within the nipple 16. The

positions of these terminating endsis best shown in Fig. 2. g V

On the top side of the housing I0 is mounted a support for the customary carburetor 20. .In the form herein shown, this support consists of an inverted box-like. structure 2| positioned over the top side of the housing lqand welded thereto so as to form in effect a manifold connection between the intake ends of the respective tubes ES, IT, l8 .and I9. .Then this member 2| has anopening in itstop side centrally positioned, and around which opening, a mounting nipple 2? is fixed and formed .to receive and carry the carburetor 20 thereon. p

The nipple I6 is .providedwith aflangeZS conforming in shape and drilling to that of the flange 24 found on the customary intake manifold 25. Therefore the entire structureas above described, with the carburetor 20 mounted thereon, may be mounted directly on the intake manifold 25. In effect, the structure comprisingthe invention is simply inserted between thecarburetor 20 and the manifold 25. The exhaust pipe leading from the engine (not shown) is connected directly to the nipple l3, and then a connection is made from the discharge nipple M to the usual line runningto the engine mufiler, or where the muffier is to be dispensed with, then directly to the tail pipe. In any event,- the hot exhaust 3 

